Motor control system



Nov. 7, 1933- F. E. LEWIS 1,934,507

MOTOR CONTROL SYSTEM Filed June 8, 1928 2 Sheets$heet l Fig.1. D5

P id 1 Down is). Floor Gate 26 25 Door 7'0 Motor To/W010i INVENTOR Fran/iEl/ewz's,

Nov. 7, 1933. F. E. LEWIS 1,934,507

MOTOR CONTROL SYSTEM Filed June 8, 1928 2 Sheets-Sheet 2 Fig. 2. M

70 floor L I Je/edbr L2 Door Gate 70 Motor 7'0 Motor INVENTOR I EL6wz5.

ATTIORNEY patented Nov. 7, 1933 l MOTOR CONTROL SYSTEM Frank E. Lewis, East Pittsburgh, Pa., assignor to Westinghouse Electric & Manufacturing Company, a corporation of Pennsylvania Application June 8, 1928. Serial'No. 283,898

21 Claims.

My invention relates to motor-control systems and has particular relation to motor-control sys tems for elevators, hoists and similar machinery.

An object of my invention is to provide a motorcontrol system wherein the motor will be stopped at predetermined selected points in its travel.

Another object of my invention is to provide a control system for a moving element, such as an elevator, wherein the element will be automatically stopped at predetermined points in its travel, under the influence of selecting devices located at the predetermined points or carried by the element.

Another object of my invention is to provide a control system for elevators wherein the starting of the elevator is under the control of an attendant on the elevator car, and the stopping of the elevator is under the control of the persons desiring to use the car. 7

Another object of my invention is to provide a control system of the type described in the preceding paragraph wherein signals are provided for indicating which one of a number of elevators in a bank will respond to an actuated stopping device.

Another object of my invention is to provide a control system, as described in the preceding paragraphs, wherein the signal will be actuated only when the control mechanism for an elevator that the call for service so initiated has been registered and will be answered by the first car to pass the corresponding floor.

Another object of my invention is to provide a control system for elevators wherein an elevator of the automatic-landing type having means under the control of the attendant on the car for starting the car and for initiating the various stops of deceleration necessary to bring the car to a stop level with a fioor may, at will, have an additional control superimposed thereon to permit the stopping of the car to be under the control of persons desiring to use it or, at will, to have the superimposed control taken out of the system.

Another object of my invention is to provide a control system, as described in the preceding car is actuated to bring the car to a stop at the paragraph, wherein signals are provided for the attendant which will become operative when the superimposed control system is disconnected.

My invention will be described with reference to the accompanying drawings, wherein.

Figures 1 and 2 jointly constitute a diagrammatic illustration of my control system, as applied to two elevators, and

3 is a diagrammatic view of a modification of the system shown in Figs. 1 and 2.

Referring to the drawingsl have illustrated, in Fig. 1, an elevator car C suitably suspended, in a well-known manner, by means of a cable Ca so as to be driven by the usual hoisting motor (not shown), the direction and speed of operation of the motor being controlled by means of up and down-direction switches 1 and 2, respectively, and one or more speed relays 8. The specific manner in which the motor is controlled forms no part of this invention, since, as will be set forth hereinafter, my system is applicable to any of the m0- tor-control systems now in general use for elevator service.

My system is best adapted for application to elevator-control systems of the type wherein a car switch is used to start the car, and automatic stopping devices, operable in correspondence with the movements ofthe car, will initiate deceleration and cause the car to be automatically brought to a stop level with the floor.

One form of this type of control is illustrated in the copending application of E. M. Bouton, Serial No. 731,921, filed August 14, 1924 andassigned to the Westinghouse Electric & Manufacturing Company. As illustrated therein, the control equipment for elevator car C comprises an up-direction switch 1, a down-direction switch 2 for controlling the direction or" movement of the elevator car at a slow or landing speed, while a speed relay 3 controls the operation of the car at a higher speed. The up and down-direction switches 1 and 2 and the speed relay 3 are each provided with a self-holding circuit for maintaining these switches in operative condition, when actuated. A car switch Cs, under the control of the attendant on the car, controls the initial actuation of the direction and speed switches.

The self-holding circuits for the direction and speed switches are arranged to be opened by suit-. able stopping devices, such as down slow-down inductor relay DI and up slow-down inductor relay UI associated with the holding circuit for speed relay 3 and a stopping inductor relay SI associated with the holding circuits for the up and down-direction switches l and 2. The stopping devices are rendered effective to cause a stop of the car when the car switch is moved to its cen tral or oif position, as is hereinafter set forth.

The stopping devices when rendered effective are actuated by movement of the car into a stopping zone extending in advance the floor defined by the position of inductor plates mounted adjacent each of the floors. There is a stepping zone in advance of the floor from either direction of travel.

When my system of control is to be use with the above-described elevator-operating system, the stopping devices are ren red effective only when a call for service has 0 en registered by passenger-operated calling devices mounted at the floor and in the car.

In other words, my system superimposes a passenger-controlled stopping arrangement upon an operator-controller stopping system.

The passengeiwoported call-registering device comprises a series of push buttons desi nated by reference characters 2D, SU and 3D and are mounted, respectively, at each of the floors past which the car moves. buttons 21) and 2U, mounted at the second floor, are operable to stop the car at that floor when tra cling in the down and up direction, respectively, and, in a similar manner, buttons 31) and EU control the stopping of the car at the third floor when traveling in the down and up direction, respectively. Each of the push buttons 2D, 2U, etc., controls an associated floor relay 2RD, ZRU, 3RD or SRU, as the case may be.

The stopping of the elevator car at the several floors may also be controlled by means of car call-registering butto .2; C2 and C3, carried by the car and operating, respectively, to stop the car at the second and third floors when traveling in either the up or the down direction. These buttons are provided with holding coils OX for the purpose of maintaining them in their operative positions, when actuated.

It will be observed that stopping buttons have been illustrated for all floors intermediate the terminal floors, the first and fourth, respectively, it being understood that the car will be stopped at the terminals in a well known manner by means of limit switches usually provided for this purpose or by connecting suitable floor selector contact segments to insure stopping at the terminal floors whether or not buttons are provided for these floors.

Direction-maintaining relays 5 and 6 are illustrated as so interlocked that relay 5 will be energized whenever the car is conditioned to make an up trip, and relay 6 is energized whenever the car is conditioned to make a down trip. These relays, when actuated, are maintained in operative condition during the entire time the car is completing a trip in the corresponding directions.

A floor selector FS driven in correspondence with the movement of car C is utilized to define signal or call zones adjacent each of the floors by the position of contact segments relative the position of the car in the hatchway when these segments are traversed by suitable contact brushes. The floor selector F6 is illustrated as comprising a plurality of groups or contact segments 135, 10, 11 and 12 mounted on a suitable base (not shown) and arranged to be bridged, respectively, by suitable contact brushes 137, 11-3, 14 and 15 carried upon a movable arm MA. The contact brushes 137, 13, 14, and 15 are caused to traverse the floor selector segments 135, 10,

11, and 12 by means of a suitable screw S driven by some movable part of the driving equipment for car C, when the car is traveling upwardly.

Other groups of segments 136, 16, 1'1 and 18 are arranged to be traversed by corresponding brushes 138, 19, 20 and 21 when the car C is moving downwardly.

Dotted lines bearing the legends 1st, 2nd, and 4th indicate the position of movable arm MA when the car is standing at the first, second, third and fourth floors, respectively. It will be observed that the stopping zone for the second floor defined by the inductor plates includes a space equivalent to the space between dotted line 1st and dotted line 2nd, hence, the signal zone or call zone must be in advance of the stopping zone.

Groups of segments 11 and 12 are connected to be energized respectively by the call buttons mounted at the floors and mounted in the car and define call zones for the respective floors. The relative arrangement of the segments in these groups is such that the up call zone for the second floor terminates when the car is just leaving the first floor while the call zone for the 3rd iloor extends from a point just above the first floor to a point just above the second floor. Hence, any call registered by the push buttons 2U, 2D etc. or buttons C2 and C3 will be rendered effective as hereafter described prior to the time the car enters the stopping zone defined by the position of the inductor plates. This arrangement of contact segments provides for a relatively long call zone but insures that the call zone will terminate in advance of the stopping zone so that calls registered after the car has passed the point at which deceleration must occur in order that the car may be brought to a stop level with the corresponding floor, will be ineffective to stop the car.

Magnets US and DS are illustrated as having their coils connected, respectively, in parallel relation to direction-maintaining relays S and 5, in such manner that, when the car is traveling upwardly, magnet US will be energized to bring contact members 13, 14 and 15 on the up side of the selector arm MA into engagement with their respective groups of contact segments, and, when the car is traveling downwardly, magnet DS will be energized to bring the brushes on the down side of the selector arm MA into engagement with their respective segments.

It will be further observed that, as pointed out hereinafter, the circuits for magnets US and D3 are connected in series relation with a lay-pass button 70 so that, when by-pass button '70 actuated to permit the car to by-pass any of the calls, the magnets US or DS will be deenergized to permit suitable springs SP to move selector arm MA to a position out of engagement with either the up or the down groups of contact segments.

At each of the floors past which the car moves, a suitable floor lantern is mounted. The purpose of these floor lanterns, when energized, is to indicate to passengers waiting at the respective floors that car C is approaching the corresponding floor and will stop thereat. One of these lanterns is associated with each of the terminal floors (the first and fourth) while two ward direction. These floor lanternsare designated by reference characters LlU, L2D,.L2U, L313, L3U and MD respectively.

Referring to Fig. 2, it will be observed that elevator car C, has associated therewith up and down-direction switches 1' and 2, speed relay 3', inductor relay equipment UI', DI and SI, and other control equipment, in all respects, identical with that just described with reference to Fig. 1. Throughout the description, primed reference characters, corresponding to those designating similar elements associated with car C, will be,

used in describing the elements associated with car C.

My system will best be understood with reference to an assumed operation. Assuming both cars C and. C to be standing at the first floor, the attendant on car C may start this car upwardly by moving car switch Cs in a clockwise direction, thus energizing the up direction switch 1 by way of a circuit which extends from line conductor L1, through conductor 25, door and gate switches (suitably labeled) associated, respectively, with the hatchway doors at the several floors and the collapsible gatecarried by car C, conductor 26, normally closed contact members 27 of stopping inductor relay SI, conductors 28 and 29, the coil of up-direction switch 1, conductor 30, contact members 31, 32 and 33 on car switch Cs and conductors 3e and 35, to line conductor L2. The actuation of up-direction switch 1 completes a circuit to the elevator motor (not shown) by way of conductors 36 and 3'7 and also completes a selfholding circuit for the coil of up-direction switch 1, by way of a circuit which extends from line conductor L1, as previously described, to conductor 29 and the coil of up direction switch 1, thence, by way of conductor 38, contact members a of Lip-direction switch 1 and conductor 35, to line conductor L2. The car C will start upwardly at low speed.

To cause the car to travel at a greater speed, the car switch Cs may be moved to another position, in a clockwise direction, to energize speed relay 3 by way or" a circuit which extends from line conductor L1, through conductors 39 and 40, the coil of speed relay 3, conductor 41, in series relation, through normally closed contact members b of a pair of stopping relays '7 and 8, conductor 42 to normally open contact members 17 on directiommaintaining switch 5 (not closed, as will hereinafter be described), conductor 43, contact members 44, 32 and 33 on car, switch Cs and conductors 34 and 35, to line conductor L2.

The actuation of speed relay 3 completes a holding circuit for itself which extends from line conductor L1, as previously described, to conductor 40 and the coil of speed relay 3, and thence extends, by way of conductor 45, contact members a of speed relay 3, conductor 46, contact members 47 of down slow-down inductor DI, conductor 48, contact members 49 on up slow-down inductor relay UI, and conductor 50, to line conductor L2. Contact members I) of speed relay 3 complete a suitable circuit for causing the elevator motor to operate at high speed. The car will now travel upwardly at high speed. The attendant may thereafter center the car switch Cs without interrupting the running. of elevator car C.

While I have illustrated the elevator car as operable only at a slow speed and one higher speed, it is to be understood that as many speeds may be used with this system as may be desired, since all that is required is to provide an additional speed relay 3 for each additional speed relay 3RU by way of a circuit which extends from line conductor L1, through conductor 51, contact members of push button 3U, conductor 52, the coilof push-button relay 3RU, conductor 53, normally closed contact members 54, comprising one of a group of contact members 55 on floor selector FS arranged to be opened momentarily by means of a tripping device 56 carried by the movable arm MA. Thence, the circuit extends, by Way of conductors 52 and 57, to'a corresponding normally closed contact member 54 on floor selector FEB associated with car C, conductor 58, to line conductor L2.

It will be observed that, while I have illustrated my system as applied to a bank of two elevators, my system is applicable to a bank of a greater number of elevators, provided the circuit for the third floor BRU is extended, in seriesrelation, through corresponding normally closed contact members on the floor selectors associated with each of the elevator cars in the bank.

The actuation of push-button relay SRU completes a self-holding circuit which extends from line conductor L1, through conductor 59, contact members a of push-button relay 3RU and conductor 60, to the coil of push-button relay BRU and thence to line conductor L2, as previously described for this relay. Simultaneously, a cir-.

cuit is partially completed for stopping relay 7 which extends from line conductor L1, through conductor 59, contact members a of floor relay BRU and conductors 60 and ,61, to a junction point 62, whence one branch extends, by Way of conductor-.63, to a contact segment -64 in group 12 on floor selector FS, and another branch extends, by ,Way of conductor 65, to corresponding contact segment 64 on fioor selector FS associated with car 0'. With a greater number of cars in the bank, suitable branches of this circuit would extend to corresponding contact segments on the floor selector associated with each of the elevators in the bank.

As elevator car C enters the third 'floor, up direction, call zone, which occurs shortly after it leaves the first floor, brush 15, on movable arm MA of floor selector FS, bridges contact segment 64 and the contact strip 67, thus completing the circuit for a floor-call-receiving and car-stopping relay 7 by way of conductors 68, the coil of fioor-call-receiving relay 7, conductor 69, normally closed by-pass switch '70 on .car C, and conductors 71, 72 and 35, to line conductor L2. The energization of stopping relay 7 closes its contact members a to complete a circuit for the actuating coils of inductor relays UI and SI and opens its contact members b to break the normal energizing circuit for speed relay 3. However, since speed relay 3 has closed its self-holding circuit, the opening of contact members b on fioor-call-receiving relay '7 is ineffective to influence speed relay 3.

By arranging the circuit for stopping relay '7 in V series relation with by-pass button 70, actuation of button 70 by the attendant will permit the car to pass a floor for which the call has been registered without stopping thereat and, by reason of the connection of the selector magnets US and DS in series relation with the button 70, the floor selector arm MA will be moved, as previously described, to a position in which the call will not be cancelled. That is, the tripping device 56 will be moved out of possible engagement with the normally closed contact segments in group 55. Hence, when a registered call is not answered, I have provided that such call shall not be cancelled but will remain effective to stop the next car in the bank to approach that floor.

The circuit for the energizing coils of inductor relays UI and SI extends from line conductor Ll, through conductors 39 and '75, contact members d on up-direction switch 1, conductor 76, the coil of up slow-down inductor relay UI, conductor '77, the coil of stopping inductor SI, conductor '18, contact members a of call-receiving relay '7, conductor '79, contact members 80, 32 and 33 on car switch CS (12. w closed, since the car switch is centered) and conductors 34 and 35, to line con,- ductor L2. Hence, as elevator car C approaches the slow-down point adjacent to the third floor, as defined by the position of inductor plate 3UI mounted in the hatchway adjacent the third floor, inductor relay U! will be caused to open its contact members 49, thus deenergizing speed relay 3 and causing the car to decelerate from high speed to slow speed.

As the car approaches more closely to the third floor, stopping inductor relay SI will pass inductor plate 331 associated with the third floor and will open its contact members 27 to breal: the holding circuit for rip-direction switch 1, and the car will be brought to a complete stop, level with the third floor. The passenger at the third floor may now enter the elevator and, thereafter, the attendant will actuate the car switch Cs to again start the car in the upward direction.

It will be observed that, should car C have been started and had arrived at the third floor prior to the animal of car C, car C would have been stopped at the floor in preference to car C. That is, when circuits have been completed by the actuation of a push button at one of the floors, the first car to that floor, traveling in the corresponding direction, will be caused to stop thereat and will prevent following cars from stopping in response to the registered call.

This feature of permitting only the first car to pass the door to stop thereat is accomplished by the provision of the normally closed contact n'iembers 54 and 54 in the circuit for the pushbutton relay BEU. in practice the relative position of the uppermost portion of contact segment 64 and the position of contact members 54 are such that, as the car leaves the call zone, defined by segment 64, enters the stopping zone, one limit of which is defined by the high speed inductor plate SUI, member 56 on the floor selector arm MA will separate contact members 54 to break the holding circuit for floor relay 3RU. The tripping member 56 may comprise a wedgeshaped piece of insulating material which will enter between contact members at to cause sepa ration thereof as is described in my copending application, Serial No. 190,780,1iled May 12, 1927, and assigned to Westinghouse Electric and Manu facturing Company. Hence, the call registered by operation of the third-floor button 3U will be cancelled by the first car to approach the third floor prior to ihe initiation of the stopping operation, and a second car in the bank following closely upon the first car, causing its contact brush 15' to bridge segment 64 and contact strip 67 will not complete a circuit for its floor-callreceiving relay 7', since this circuit is now open because relay 3RU has been deenergized.

The relative arrangement of the call zone defining segments, and cancellation switches, described with respect to the third floor, is, of course, identical with the arrangements of the corresponding elements associated with the other floors.

As the car approached the third floor, contact brush 13 on floor-selector arm MA engaged and bridged contact segment and contact strip 86 to partially complete a circuit for the third fiOOl up-floor lantern L3U, which circuit, however, cannot be completed until deceleration is initiated. In other words, this circuit cannot be completed until the car C actually starts decelerating to make the stop at the third door. When speed relay 3 is deenergized, however, the circuit for floor lantern L3U' is completed from line conductor Ll, through conductor 39, normally closed contact members 0 of speed relay conductor 87, contact strip 36, contact segment 35, conductor 88, iloor lantern L3 3, and conductor 89, to line conductor L2. It will be noted that the lighting of the floor lantern LB'U independent of whether or not a call has been registered for this floor. In other words, the floor lantern will be lighted each time the car starts decelerating to make a stop at the third floor.

The car C may be stopped at the third floor in response to the actuation of push button C3 carried by elevator car C. Assuming, for exam pic, that a passenger boarded the car at the first floor and desired to travel to the third floor, he would signify his intention by notifying the operator of the iioor at which he desired to leave the car. The attendant would then operate car button 03, which button, when actuated, would be maintained in operative position by means of holding coil CK. The actuation of push button 03 partially completes a circuit for stopping relay 8, which circuit is completed when the car C arrives adjacent to the third floor by reason of the fact that, at such time, brush 14 on the movable floor-selector arm MA will engage and bridge a contact segment 99 associated with the third door and a contact strip 91, forming portions of contact segment roup 11 on floor selector FS. As previously stated, the car push button C3 will be maintained operative by holding coil CX, the circuit for which extends from line conductor Ll, through conductors 39 and 92, contact members c of up-direction-inaintaining relay 5, conductor 93, the hold-down coil CK, conductor 94, the normally closed contact members of a cancellation push button 96 and conductors 97, 72 and 35, to line conductor L2.

As the car approaches the third floor, and contact brush 14 bridges contact segment 90 and contact strip 91, a circuit will be completed for a car-call-receiving relay 8, wiich circuit extends from line conductor Ll, through conductor 39, the coil of car-call-receiving relay 8, conductor 98, contact strip 91, contact segment 90, conductors 99 and 100, contact members of push button C3 and conductors i2 and 35, to line conductor L2; Stopping relay 8, when energized, completes a circuit for energizing the actuating coils for inductor relays U1 and SI in precisely the manner described for the actuation of stopping rela Y of whether the car is stopped in response to a push button at the floor or to a push button on the car. i

Assuming, for example, that elevator car C is standing at the first floor and is started upwardly, as previously described, and that a person on the second floor desires to travel upwardly, the actuation of up push button 2U at the second floor will complete a circuit for energizing floor relay 2RU, which circuit extends from line conductor L1, through conductors 102, contacts of push button 2U, conductor 103, the coil of floor relay 2RU and conductor 104, whence the circuit continues, through normally closed contact members 105, conductor 162, and contact members 105, associated respectively with floor selectors FS and FS', and thence, by way of conductor 106, to line conductor L2. The actuation of floor relay 2RU partially completes a circuit for stopping relay 7, which circuit extends from line conductor L1, through conductor 107, contact members aof push-button relay 2RU, conductors 108 and 109, to junction point 110, whence one branch of the circuit extends, by way of conductor 111, to contact segment 112 on floor selector FS, and another jbranch extends, by way of conductor 113, to a contact segment 112 on floor selector FS.

It will be observed that the relative positioning of the segments in group 12, with reference to the position or" the'arm MA, when the car is standing at any of the iioors, is such that, when the car is standing at one floor, brush 15 will be in engagement with, and bridging, the segment associated with the next floor in the direction in which the car is prepared to travel. Hence, prior to the starting of the car from the first floor, stopping relay 7 would be energized.

The energization of stopping relay? opens its contact members I), as previously described, to thereby open the normal circuit for speed relay .3. Hence, should the attendant on car C, in

starting from the first floor, attempt to cause the car to travel at high speed, relay 3 cannot be energized, since its circuit is broken, and the car will only be permitted to move from the first floor to the second floor at a relatively low speed. This feature is of particular importance when my system is used with elevators operating at 600 or 700 feet per minute, or at any speed at which the distance required for the car 'to decelerate from high speed to make a stop,'level with any floor, is greater than the distance between two floors, since, should the car be permitted to accelerate to high speed, it would be impossible to decelerate the car to stop at the next adjacent floor. Hence, preventing this operation whenever a car is standing at one floor and. a call exists at an adjacent floor insures that the car will always be conditioned to makean accurate level landing with any floor at which it is desired to stop.

It will be understood that actuation of push buttons 3D or 213 will cause the car C to stop at the corresponding third and second floors when traveling downwardly, in precisely the same manher as described for stops to be made during the up trip, it being observed, however, that, due to the utilization of a floor-selector arm 'MA, which is thrown to engage either a group of up segments or a group of down segments, dependent upon the direction in which the car is traveling, will insure that the car will stop in response to calls only when traveling in the corresponding direction.

Direction-maintaining relays 5 and 6 are interlocked so that the one or the other of these relays will be energized at all times except during the transferring of circuit from the one to the other relay. These relays should be so connected that, as the car completes a down trip, the circuit for relay 6 will be opened and the circuit for relay 5 will be closed, and, when the car completes an up trip, the circuit for relay 5 should be opened and that for relay 6 should be closed. It will be observed that the circuit for relay fiextends from line conductor Ll, through conductors 39 and 115, contact members a on down-direction maintaining relay 6 and conductor 116, to a junction point 117, the coil of Lip-direction maintaining relay 5, conductor 118, normally closed contact members 119 located in group 55, conductor 120, the contact members of a normally closed push button U'mounted on the car C and conductors 72 and 35 to line conductor L2. The circuit for downdirection maintaining relay extends from line conductor L1, through conductors 39 and. 121, contact members a of relay 5 and conductor 123, to a junction point 124; the coil of relay 6, conductor 125, normally closed contact members 126 located on the down side of the floor selector FS, in a group 127 which corresponds to group 55 mounted on the up-side of the floor selector.

The relative locations of the contact members 119 and 125 is such that, when the car C arrives at the first floor; that is, the end of the down trip, contact members 126 will be opened, thus breaking the circuit for relay 6. At this time, however, contact members 119, being located so as to be actuated when the car completes an up trip, will be closed, and the dropping out of relay 6, closing its contact members (1., allows the circuit for up-direction maintaining relay 5 to be completed. Subsequent starting of car C in the upward direction, though permitting the closing of contact members 126, will not complete a circuit for relay 6, since the circuit for this relay is opened by contact members a of relay 5, hence, relay 5 will remain energized until the car arrives at the fourth floor.

It will be further observed that the circuits for electromagnets US and DS for throwing floorselector arm MA to engage the up or down groups of contact segments extend, respectively, from junction points 117 124 in the circuits for relays 5 and 0, respectively. The circuit for magnet US extends from junction point 117, through conductor 128, the coil of magnet US, conductors 129 and 69, contact members of by-pass button and conductors 72 and to line conductor L2. The circuit for magnet DS extends, by way of conductor 130, through the by-pass switch 70, in a similar manner.

The function of direction-maintaining relay 6 is two-fold. First, by reason of normally open contact members 1) associated with each of relays 5 and 6, the high-speed relay 3 can be energized only in the direction corresponding to that in which the car is traveling to make the trip, that is, if the car starts an up trip, high speed is permissible only in the up direction. On the other hand, by reason of contact members 0 on each of relays 5 and 6, the holding down coil CX for the push buttons C2 and G2 on the car is deenergized at the end of each up trip and at the end of each down trip, thus reconditioning these buttons to be again operated in response to notification given the attendant by passengers.

direction maintaining relays 5 and 6, respec tively, may be operated by an attendant when ever it is necessary that he should start a down trip before arriving at the upper terminal or that he should start an up trip before arriving at the lower terminal. For example, in buildings in which a restaurant ccupies the uppermost floor, it is not desirable that the elevator car should make a complete trip to the uppermost floor during such times there is substantially no traffic to this floor. The attendant would then operate the down button D on the car to permit him to reverse the car and start a down trip when he had arrived at the floor below the upper termi nal. In the illustrated embodiment of my invention, this would be the fourth floor. ctua tion of this button would, of course, deenergize the direction-maintaining relay 6 to restore all of the operated car buttons and to permit highspeed operation in the down direction.

In the foregoing description of my system, the floor lanterns L1U, L2D, etc. have been described as being illuminated by way of the contact segments in groups 10 and 16, regardless of whether a call has been registered for causing the elevator car to stop at these floors. It will be observed that the relative positioning of the segments under groups 10 and 16 is such that, just after the car leaves the first floor and starts upwardly, brush 13 will engage the segment for lighting the second-floor lantern and will remain in engagementtherewith until the car leaves the second floor; With this arrangement, the floor lantern can only be lighted when the car is slightly less than one floor away from the floor with which the lantern is associated. It is frequently desirable that the floor lantern should be lighted when the car is a greater distance from the floor, this being particularly true when the car is operated at exceedingly high speeds, since the length of time between the lighting of the lantern and the actual stopping of the car at the floor should be sufficient to allow the perspective passenger to move toward that car which is to stop at the floor. When the cars are operating at extremely high speeds the time required for the car to traverse the distance between adjacent floors may be too short to allow the passenger to move into a position ready to board the car when it arrives at the floor.

I have further arranged additional groups of contact segments 135 and 136 engageable, respectively, by brushes 137 and 138 carried by the movable arm MA, when the car moves upwardly and downwardly, respectively. If segments 139 and 140 are connected, respectively, to floor lanterns LED and contact members of relay R2D, it will be observed that, when the car is standing at the first floor and the call is registered for the second floor, floor lantern LZD will be immediately lighted, even though the car is outside the zone defined by segment 141, normally used after lighting the lantern LBD. In like manner, contact segments 142 and 143 may be connected, re-

- spectively, to floor lantern LBU and the contact number of groups, in the manner described in my copending application, Serial No. 220,595, filed iber 19, 1927, these segments may be used to signal zone of any desired length.

It will be understood, therefore, that, with my system, the floor lanterns may be caused to be ctuated when the car is at any selected distance from the associated floor, and these lanterns will remain lighted until the car has made a stop at the floor and has started away therefrom, since, at the time contact brush 137 leaves segments 1"?) and 140, brush 13 engages segment 141, and the floor-lantern circuit is transferred from segment 139 to segment 1&1, provided deceleration to make the stop at the floor has been initiated by the dropping out of speed relay 3.

On the other hand, should an attendant on the car operate by-pass button 70, the lantern, though initially lighted, will be extinguished prior to the time that the car arrives at the floor, thus indicating to the waiting passenger that, for some reason, this car will not stop at the floor.

In the event that the call-registering system should become deranged or if, for any reason, it should be desired to take the control of the stopping of the car from the passenger-operated buttons, this may be readily accomplished and the control of the car be placed entirely in the hands of the attendant. A suitable switch 150, carried on the car, may be actuated to circuit-closing position. The switch 150 comprises two poles, the first, 151, connects the energizing coils of the inductor relays to be energized direct, through contact member of car switch Cs, by way of a circuit which extends from line conductor L1, through the coils of inductor relays DI, UI and SI, as previously described, to conductor '78, thence, by way of conductor 152, switch blade 151 and conductors 153 and 79, contact members 80, 32 and 33 on car switch Cs and conductors 34 and 35, to line conductor L2. It will be observed that this circuit shunts the contact members of stopping relays '7 and 8, and the car will be automatically brought to a stop at the first floor approached, after the attendant has centered the car switch Cs.

The other pole 154 of switch 150 shunts the circuit for speed relay 3 between conductors 41 and 42, thereby permitting speed relay 3 to be energized, regardless of whether or not a call exists at one floor away from the position of the car. It will thus be observed that the control of the ear C is placed completely in the hands of the attendant, to the exclusion of passengeroperated calling devices.

If desirable, a suitable operators flash signal 156 may be provided on the car arranged for actuation when either of stopping relays 7 and 3 is energized, thus converting the passenger-operated stopping devices into a mere passengeroperated signalling system. This result may be accomplished by providing contact members 0 on both stopping relays '7 and 8 and connecting the flash signalling device 156 in a circuit which extends from line conductor L1, through conductor 157, contact members 0 on either of stopping relays 7 and 8, conductor 158, the operators flash signal 156, a suitable cut-oil switch 159 and conductor 169, to line conductor L2.

While the cut-orl switch 159 is illustrated as being separate from switch 150, it is to be understood that switch 159 may be made merely as another pole of switch 150, if desired.

It will, therefore, be observed that I have provided a system of elevator control which is flexible,

in that the type or control may be changed at will from a passenger-actuated stop control system to an attendant-actuated stop control system by the mere manipulation of a change-over switch. This feature is particularly important in elevator service for ofiice buildings where it is desirable, at certain periods of the day, that cars should not stop at all floors throughout the travel of the cars, but where it is desired that certain cars should stop at certain preselected floors while other cars serve the remainder of the floors.

A modified form of my invention is shown diagrammatically in 3, illustrating a push button SU and 31) corresponding to push buttons 3U and 3D, shown in Fig. 1. A holding coil 3UX and BDX is connected in series relation to the contacts of each of the push buttons SU and 3D, respectively. In this form of my invention, upon actuation of th button 3U, the button is maintained-in a depressed position, thus indicating that the call has been registered, and will be answered by the first, car to approach the floor traveling in the corresponding direction. Should it be desired that some additional indication be given, pilot lamps PLU and PM) may be connected, respectively, in parallel relation to the holding coils and EDX. Hence, whenever the push button EU" is actuated, pilot lamp PLU will be energized to indicate that the call has been regis tered. The value of this modified form of my invention becomes apparent when it is observed that several passengers at a single floor, desiring to travel in the same direction, may each operate the push button, not knowing or not realizing that other persons already waiting for the car may have operated suchbutton. However, by using some such indicating means as I have described, the glowing of a lamp opposite the actuated button will notify all of the persons who approach the bank of elevators that a call has been registered for stopping a car to travel in the corresponding direction. I propose to use one of thesesignal lamps for each direction of travel. The circuit for the push buttons 3U and 3D and the holding coils 3UX and 39X and lamps PLU and PLD is, in all respects, identical with that described for push button 3U and relay 3RU, the circuit extending from line conductor Ll, through contact members of push button 3U", thence, in parallel relation, through holding coil BUX and pilot lamp PLU, the coil of floor relay 3RU and normally closed contact members 54 and 54' on the floor selectors associated with cars C and C, respectively, to line conductor L2.

While the foregoing description and illustration relate to a preferred form of my invention, it is to be understood that this description is illustrative only, and I do not desire to be limited to any of the details shown herein, except as defined in the appended cla s.

I claim as nay-invention:

1. In a control system for an elevator car operable past a iioor, motive means therefor, normally ineffective means for controlling said motive means to stop said car level with said floor, means operable to render control means effective when aid car approaches said floor, including call means and additional means for cooperating with said call means, and means for placing said control means under the sole control of said additional means.

2. In a control system for an elevator car operable past a floor, motive means therefor, normally ineiiective means for controlling said niotive means to stop said car level with said floor, means operable to render said control means effective when said car approaches floor, including call means and additional m ans, indcpendent of said call means and under the con-.

trol of an attendant on said car, for cooperating with said call means, and means for placing said control means under the sole control of said attendant control means.

3. In a control system for an elevator car op-i erable past a floor, motive means therefor, normally ineffective means for co t olling said motive means to stop said car level with said floor,

tional means, and means under the control of said call means for signalling the attendant on said car to operate said additional means when said control means is under the control of said additional means. 7

i. In a control system for a plurality of elevator cars operable past a floor, motive means for each car, normally ineiiective ns in ividual to each car for controlling the motive means for that car to stopthat car level with said floor, means operable v hen actuated to render effective the control means for the first of said cars to thereafter approach said floor, comprising call means common to all of said cars and additional means individual to each of said cars, and individual to each car for selectively placing the corn trol means for that car under the jointcontrol of either said call means and the additional means associated with'that car, or under the control of only said additional means.

5. In a control system for an elevator car ope able past a floor, for starting said car, ac tuable call-registering means for maintaining said call means active when actuated, normally ineffective means for stopping car, inclu ing means defining a stopping zone of op eration for said car in advance of said floor within which said stopping is effective, means defining a call zone in advance of said stopping zone, means opei able the presence or" car in said call zone for causing said active call means to render said stop means effective, and means operable upon the subsequent entry of said car into said stopping zone for rendering said maintaining means ineffective.

6. In a-control system for an elevator car oper-- able past a floor, means for starting said car, actuable call-registering means, for maintaining said call means active wh actuated, normally ineffective means for stopping said car, including means defining a stopping zone of operationof said car in advance of iloor within which said stopping means is effective, m ans defining a call zone in advance or" said stopping none, means operable by the presence of said car in said call zone for causing said active call means to render said stop effective, and means operable upon the su, uent passing of sai car from id rendering said maintaining means ineffectiv 7. In a control system for operable past a floor, he individual to each. car for starting said car, actuable callregistering means common all of said cars, for maintainin said call means active when actuated, normally ineffective means for plurality of elevator i each car for stopping said car level with said floor including means individual to each car defining a stopping zone of operation for said car in advance of said floor within which said stopping means is effective, means individual to each of said cars defining a call zone in advance of said stopping zone, means operable by the presence of any of said cars in said call zone for causing said active call means to render the stopping means for that car effective, and means operable upon the subsequent entry of said car into said stopping zone for rendering said maintaining means ineffective.

8. In a control system for a plurality of elevator cars operable past a floor, means individual to each of said cars for starting said car, aetuable call-registering means common to all of said cars, means for maintaining said call means active when actuated, comprising a circuit having therein, in series relation, a normally closed switch individual to each of said cars and a magnet, normally ineffective means for each car for stopping the associated car level with said floor including means individual to each of said cars for defining a stopping zone of operation of said car in advance of said floor within which said stopping means is effective, means individual to each of said cars for defining a call zone in advance of said stopping zone, means operable by the pre ence of any of said cars in said call zone for causing said active call means to render the stopping means for that car effective, and. means operable upon the subsequent passing of said car out of said call zone for operating the normally closed switch associated with that car.

9. In a control system for a plurality of elevator cars operable past a floor, means individual to each of said cars for starting said car, actuable call-registering means common to all of said cars, means for maintaining said call means active when actuated, comprising a magnet and a circuit having therein, in series relation, a normally closed switch individual to each of said cars, normally ineffective means for each car for stopping the associated car level with said floor including means individual to each of said cars for defining a stopping zone of operation of said car in advance 0. said floor within which said stopping means is effective, means individual to each of said cars for defining a call zone in advance of said stopping zone, means operable by the presence of any of said cars in said call zone for causing said active call means to render the stopping means for that car effective, means operable upon the subsequent passing of said car out of said call zone for operating the normally closed switch associated with that car, and by-pass means operable at will to prevent actuation of said stopping means and for preventing said maintaining means from being rendered ineffective when car passes through said call zone.

10. In a control system for a plurality of ele vator cars operable past a floor, means individual to said cars for starting that car in either the up or the down direction, actuable up call-registering means common to all of said cars, actuable down call-registering means common to all of said cars, means for maintaining any of said call means active when actuated, including a magnet for each of said call-registering means, and a circuit therefor including therein, in series relation, a normally closed switch individual to each of said cars, normally ineffective means for each of said cars for stopping the associated car level with said floor when traveling in either direction including means individual to each of said cars for defining a stopping zone of o eration of said car in advance of said floor in one direction and a second stopping zone in advance of the floor in the other direction, within which said stopping means is effective, means defining a call zone in advance of each of said stopping zones, means operable by the presence of any of said cars in said call zone, when conditioned to travel in the corresponding direction, for causing said active call means to render said stopping means effective, means operable by the presence of said car in the other of said call zones when conditioned to travel in the corresponding direction for causing said other active call means to render the stopping means for that car effective, means for each direction of travel operable upon the subsequent passing of said car from the corresponding call zone for rendering the maintaining means for the corresponding call ineffective, and magnetic means operably dependent upon the initial starting of the car in the one or the other direction for determining which of said call zones is to be effective.

11. In a control system for a plurality of elevator cars operable past a floor, means individual to said cars for starting that car in either the up or the down direction, actuable up call-registering means common to all of said cars, actuable down call-registering means common to all of said cars, means for maintaining any of said call means active when actuated including a magnet for each of said call-registering means and a circuit therefor including therein, in series relation, a normally closed switch individual to each of said cars, normally ineffective means for each of said cars for stopping the associated car level with said floor when traveling in either direction including means individual to each of said cars for defining a stopping zone of operation of said car in advance of said floor in one direction and a second stopping zone in advance of the floor in the other direction, within which said stopping means is effective, means defining a call zone in advance of each of said stopping zones, means operable by the presence of any of said cars in said call zone when conditioned to travel in the corresponding direction for causing said active call means to render said stopping means effective, means operable by the presence of said car in the other of said call zones when conditioning to travel in the corresponding direction for causi g said other active call means to render the stopping means for that car effective, and means for each direction of travel operable upon the subsequent passing of said car from the corresponding call zone of rendering the maintaining means for the corresponding call means ineffective, normally ineffective magnetic means operable dependent upon the initial starting of the car in the one or the other direction for determining which of said call zones is to be effective, and means for rendering said direction-determining means ineffective at will.

12. In a control system for an elevator car operable past a floor, means for starting said car, actuable call-registering means, means for maintaining said call means active when actuated, normally ineffective means for stopping said car level with said floor including means defining stopping zone of operation in advance of said floor, within which said stopping means is effective, means defining a call zone in advance of said stopping zone, means at said floor for indicating that said car is to stop thereat, means operable by the presence of said car in said call zone for causing said active call means to render said stopping means effective and for actuating the corresponding indicating Hmeans, and additional means operable upon deceleration of said car when said car enters said stopping zone for actuating said indicating means.

13.- In. a control system for an elevator car operable past a floor, means for starting actua registering means, means for maintaining said call means active when at dated, normally ineffective means for stopping car level with said floor including means defining a stopping zone of operation in advance of said floor, within which said stopping means is effective, means defining a call'zone i advance of said stopping zone, means operat 'o-y prcsence of said car in call zone ior ca" sing active call means to render said stopping means stein.

eiiective, means at said floor for indicating that said car is to stop thereat, means operable when said car enters stopping zone for actuating indica 1g means and operable upon entry of said car into said call zone for additionally actuating said indicating means only if said call means active.

14. In a control system for an elevator operable past a plurality of floors, means for starting said car, actuable call-registering means for each of said floors, means for each of said iioors for maintaining the associated call means active when actuated, normally ineffective means for stopping said car level with each of floors including means defining a stopping zone of operation of said car in advance of each of said floors within which said stopping means is effective, means defining a call zone inadvance of each said stopping zones, means operable by the presence of said car in any of said call zones for causing an active call means for the corresponding floor to render said stopping means effective, means at each of said floors for indicating that said car is to stop thereat, and means operable when said car enters said stopping zone for actuating said indicating means and operable upon entry of saidcar into any of said call zones for additionally actuating said indicating means only when the corresponding actuating means is active.

15. In a control system for a plurality of elevator cars operable past a floor, means individual to each of said cars for starting said car, actua'ole call registering means common to all of said cars, means for maintaining said call means active when actuated, normally ineffective means associated with each of said cars for stopping said cars including meansindividual to each of said cars defining-a stopping zone of operation of said car in advance of said floor within which said stopping means is effective, means individual to each of said cars for defining a call zone in advance of said stopping zone, means operable by the presence of any of said cars in said call zone for causing said active call means to render the I stopping means for that car effective, means at to said cars for starting that car in either the up or down-direction, actuable up call-registering means common to all of said cars, actuable down call-registering means common to all of said cars, means for maintaining any of said call means active when actuated including a magnet for each of said call-registering means anda circuit therefor including therein, in series relation, a normally closed switch individual to each of cars, normally ineffective means for each or said cars for stopping the associated car level with floor when traveling in either direction including means individual to each of said cars for defining a stoppingzone of operation of said car in advance oisaid floor in one direction and a second stopping zone in advance of the floor in the other direction within which said stopping means is ciiective, means defining a call zone in advance of each of said stopping zones, means operable by the presence of any of said cars in said call zone when conditioned to travel in the corresponding dir ction for causing said active call means to render said stopping means eiiec-' tive, means operable by the presence of said car in the other of said call zones when conditioning to travel in the corresponding direction for causing said other active call means to render the stopping means for that car effective, means for each direction of travel operable upon the subsequent passing of said car from the corresponding call zone for rendering the maintaining means for the corresponding call means ineffective, magnetic means operably dependent upon the initial starting of the car in the one or the other direction for determining which of said call zones is to be effective, and means for render ing said direction-determining means ineffective at will, means at said floor for indicating that said car is to stop thereat when traveling in one car enters said stopping zone for actuating the indicating means corresponding to the direction in which said car is traveling and operable upon entry of said car into said call zone for actuating the corresponding indicating means only if the corresponding call means is active.

17. In a control system for an elevator car, motive means therefor, stopping means for said motive means, means to render said stopping means erfective, including passenger-operated call buttons, and additional means, a switch, and means disposed to respond to the operation of said switch to one position to render said stopping means subject to the joint control of said buttons and said additional means, and to the operation of said switch to another position to render said stopping means subject only to the control of said additional means.

18. In a control system for an elevator car operable past a floor, motive means therefor, normally ineffective means for controlling said motive means to stop said car level with said floor, means operable to render said control means effective comprising call means at said iioor, call means in said car and additional means under the control of an attendant on said car for cooperating with either said floor-call means or said carcall means, and means for placing said control means under the sole control of said additional means.

19. In a control system for an elevator car operable past a floor, motive means therefor, normally inefiective means for controlling said motive means to stop said car level with said floor, means operable to render said control means effective comprising call means and additional means under the control of an attendant on said car for cooperating with said call means, means for selectively placing said control means under the sole control of said additional means, and means also controlled by said additional means for starting said car.

20. In a control system for an elevator car operable past a floor, motive means therefor, manually controlled call means associated with said floor, additional means controlled by the operator of said car, stopping means for said motive means normally subject to the joint control of said call means and said additional means, and transfer means selectively operable to render said stopping means responsive to said additional means regardless of the condition of said call means.

21. In a control system for an elevator car operable past a floor, motive means therefor, manually actuable call means associated with said floor and switching mechanism responsive thereto, additional means controlled by an operator of said car, stopping means for said motive means comprising a switch and a circuit therefor including said call-responsive switching mechanism and said additional means, and means comprising a transfer switch actuable to cause completion of a shunt circuit around said call-responsive switching mechanism.

FRANK E. LEWIS. 

